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5 Things to Expect from the Kawasaki Ninja H2 SX

More excitement is inbound with the reveal of the Kawasaki Ninja H2 SX.
Kawasaki has revised many aspects of the bike.
The H2 SX will be more practical for everyday riding and touring.

When Kawasaki unveiled the supercharged Ninja H2R at 2014 Intermot show and the Ninja H2 a month later, they went straight into history as the world’s fastest production motorcycles. Love them or loathe them, the duo will hold a special place in everyone’s hearts many years from now, just like how we still revere the 1969 H1 Mach III, 1972 H2 Mach IV, 1972 Z1, 1984 GPz900R Ninja, among many other Kawasakis.

The track-only H2R was nothing if not shocking with an engine produced 300 bhp. The street-oriented H2 produced 197.6 bhp, on the other hand. Both bikes were wrapped in a bodywork whose styling has never been seen before. Designed by the Kawasaki Aerospace Company, every wedge on the bike was to create more downforce.

However, the H2R and H2 were true sportbikes, so touring or commuting on them meant that the rider had to suffer. Many had pondered if the H2 could be made more practical.

Well, your prayers have been answered when Kawasaki took the covers off the H2 SX at the 2017 EICMA show. Kawasaki now has a supercharged sport-tourer, like how John McLain now has a machine gun. Ho ho ho.

Here are 5 things we’re expecting from the Kawasaki Ninja H2 SX.

1. Revised Ergonomics

What is a sport-tourer if not for its accommodating ergonomics.

The H2 SX’s steel trellis frame is based on the H2, but has been strengthened and and lengthened. Along with a new passenger seat, they are thicker and wider. The handlebar has been raised higher for a more upright riding position.

While the styling is still unmistakable shouts H2, it’s now rounder, larger and has a taller windscreen.

Higher Load Capacity

Another benefit of the revised frame is the ability to carry a passenger and luggage. The H2 SX has been rated to carry 195.5 kg. The swingarm has been lengthened by 15mm for added stability, while the steering lock angle has been increased by a substantial 30 degrees on both sides to ease low-speed maneuverability.

Refined Engine

The H2R and H2’s manic engine has undergone some changes make it easier for both street riding and touring. The objective was to provide more low- and mid-range torque.

The supercharger’s impeller was completely redesigned, with new intake chamber, cams and exhaust. The engine’s thermal efficiency was also increased by upping the compression ratio to 11.2:1 from 8.5:1; along with new cast aluminium pistons, cylinders, and cylinder heads. Both intake and exhaust cam profiles were shortened for the requirements of street riding.

These changes still yield the exact same 197.6 bhp and 101 Nm of torque.

Further Range

Another important aspect for a sport-tourer is range, for you can’t expect to tour in a realistic manner if you have to stop for fuel every 200/250 kilometres.

The H2 SX now has a 19-litre fuel tank. The revisions to the engine’s character has resulted in a fuel mileage figure that matches the Kawasaki Ninja 1000 (Z1000SX) and Versys 1000.

New Electronics Package

The H2 SX will feature a new 2-mode LCD display.

Apart from that, it also utilizes electronic cruise control, all-LED lighting, 3-mode Kawasaki Traction Control (KTRC), Kawasaki Intelligent ABS (KIBS), engine brake control, three power modes, together with a 5-axis Bosch Inertia Measurement Unit (IMU) with an extra sixth-axis (yaw) calculated by Kawasaki’s own software developed in World Superbike.

The H2 SX SE adds full-colour LCD, LED cornering lights, a larger windscreen, Kawasaki Launch Control Mode which controls wheelie and wheel spin, quickshifter for both up- and downshifts, braided steel brake lines, heated grips and centrestand.

Both models are suspended by fully adjustable 43mm KYB forks and 40mm rear shock with revised Uni-Trak linkage.

Brakes are 320mm discs up front, squeezed by 4-piston calipers, although they aren’t Brembos.

Conclusion

We expect there’s a lot more than just specs when the H2 SX and H2 SX SE makes its appearance in Malaysia. Here’s to getting there quick so you’ve more time to enjoy your destination.

“Supercharge your journey,” as Kawasaki calls it.

Why you should service your Kawas at the Kawasaki Exclusive Service Centre (KESC)

There are several advantages of getting your bikes serviced at any of the Kawasaki Exclusive Service Centre (KESC) across the country.

Equipped with the latest tools and equipment, all KESC are ready to service or fix any issue as fast as possible.

Combined with trained mechanics plus Kawasaki genuine and approve parts, only the best are allowed as part of Kawasaki Motors Malaysia’s great after-sales services.

There comes a time in every motorcycle owner’s life where they have to send their beloved bikes for its regular maintenance service. While there are many reliable private workshops out there who claim that they can do anything and everything under the sun for your motorcycles, Kawasaki Motors Malaysia took a step further with their Kawasaki Exclusive Service Centre (KESC). (more…)

Five Things About 2018 Kawasaki Z900RS That We Like

We can expect the Kawasaki Z900RS and Z900RS Café in 2018.
Both bikes are truly modern bikes.
They’re set to take the market by storm.

We mourned the loss of the Kawasaki W800 modern retro. Here was a bike that looked properly retro: The engine had the bevel drive cover on the outside of the engine block, and beautifully polished aluminium accented cooling fins; the “bread loaf” seat; peashooter exhausts; twin rear shocks; even the front brake disc looked retro.

Then Kawasaki launched the W800’s replacement during EICMA last month. Called the Z900RS and Z900RS Café, they rocked the motorcycle fraternity.

Here are some of the features we are looking forward to.

Heritage

Back in 1972 (for model year 2013), Kawasaki unveiled the monster bike which cemented the Japanese manufacturer’s name as a premiere brand. It was the Z1.

The 900cc, inline-Four was the first air-cooled engine which featured double overhead camshafts (DOHC) and produced 82 bhp to propel the bike to 210 km/h. It was the fastest production bike of its time. It also went to dominate sales and Motorcycle News name it as the Best Bike of the Year four years in a row.

The Z1 went on to spawn the Kz900 which in turn gave birth to the dominant Kz1000-S1 which gave rise to GP greats Freddie Spencer, Eddie Lawson, Wayne Rainey, and Wayne Gardner.

It was also the bike in the popular TV series CHiPs.

(Click here for our article on the evolution of famous Kawasaki motorcycles.)

Best Iteration of the Z1 Yet?

Kawasaki had revived the inline-Four modern classic in the vein of the Z1 before. Remember the Zephyr 400/750/1100 in the 1990’s?

How about the later ZRX1100 (1997 to 2005) and ZRX1200 (2001 to 2008), modeled after the mighty Kz1000R-S1?

They were surely beautiful, showing just eternally beautiful was the Z1’s form. However, these were fairly heavy.

The Z900RS on the other hand, weighs only 214 kg, ready to ride. Additionally, it features fully adjustable forks and a rear shock that’s derived from the ZX-10R superbike. A new, lightweight trellis frame holds it all together. The Z900RS is given a sporty rake angle of 25.4 degrees and trail of 88.9, ensuring agile handling.

Z1 Styling Cues

Oh yes, they’re all there.

The ducktail back end, oval rear light, machined engine fins, textured metal tank, side panel badges, cam covers, bread loaf seat, the instrument panel, and gauges that use the same fonts. Even the needles rest at the same angle as the original.

The new upper frame accommodates the seat and tear-shaped fuel tank. The two-tone orange and metallic brown paint are faithful reproduction of the original.

If you want a more racer-esque feel, opt for the Z900RS Café, which has a bikini fairing, lower handlebars and humped seat.

Let’s not forget the new 4-into-1 double-wall steel exhaust system, which most owners of the K1 modified to and mimics the Kz1000’s. Anyone know if Kerker still makes exhausts?

Torque!

Horsepower is useful for the track. Out here on the mean streets, it’s torque that rules.

While the Z900RS’s engine shares the same architecture as the Z900 naked sportbike’s, it’s tuned for more low- and mid-range grunt for the real world.

It means that you don’t have to shift like you’re auditioning for Riverdance when you need to overtake other vehicles and while riding at low speeds.

Practicality

Judging from how the bike looks, its spec sheet and reviews from overseas media, the Z900RS and Z900RS Café are both practical for the daily commute and weekend mountain road riding. It also looks like it has a more pragmatic riding position for all day comfort.

The way we see it, we could attach soft luggage on both sides (since it’s a monoshock) and tankbag without ruining the looks of the bike.

So there you go. We’re sure to discover many other great (and not so great) features of the bike when it arrives in Malaysia. Oh, that may be in the second quarter of 2018.

Kawasaki Malaysia launches Kawasaki Safety and Responsible Riding Course

Kawasaki Motors Malaysia (KMSB) has officially launched the Kawasaki Safety and Responsible Riding Course.

Together with the support from their principal Kawasaki Heavy Industries and K-TEC Corporation Japan, the program is intended to ultimately reduce the number of accidents involving motorcyclists in Malaysia.

The course will be offered to new and current Kawasaki owners to further enhance their riding ability through theory and practical programs.

In an effort to further strengthen their Corporate Social Responsibility initiative here in Malaysia, Kawasaki Motors Malaysia Sdn Bhd (KMSB) has launched a new program called the Kawasaki Safety and Responsible Riding Course (KSRR). The program was officially launched earlier today at the Sepang International Kart Circuit. (more…)

Top 10 things we like about the 2017 Kawasaki Ninja 650 ABS and Kawasaki Z650 ABS

Two of the best middleweight bike options here in Malaysia are the 2017 Kawasaki Ninja 650 ABS and Kawasaki Z650 ABS.

Designed to replace the outgoing Kawasaki ER6 series, these bikes are more new than just simple updates.

Priced below RM40,000, they are indeed perfect for daily use no matter riding to work in a busy city or some weekend fun on mountain roads.

It’s been quite a while now since the introduction of the 2017 Kawasaki Ninja 650 ABS and Kawasaki Z650 ABS into the Malaysian market. Considered as replacements for the very successful ER6F and ER6N models which was produced from 2009 – 2015, these bikes for 2017 are more new than just slightly updated models.

While the latest Kawasaki 650 series has drawn split feedbacks, here are 10 things we like about the 2017 Kawasaki middleweight bikes. (more…)

How the Kawasaki ER-6 Evolved into Ninja 650 and Z650

The new Kawasaki Ninja 650 and Z650 show much Kawasaki’s 650s have evolved.
They now feature new engines, styling and technologies.
The new models signify Kawasaki’s pursuit of excellence across their range of products.

It’s undeniable that three particular models ruled the Malaysian streets for the years between 2009 to 2015. They were the Kawasaki ER-6f, ER-6n and Versys 650 (we’ll omit the Versys 650 for the moment). Let’s see how the ER-6f and ER-6n have evolved into the Ninja 650 and Z650.

It could also be accurately said that the ER-6 models were collectively the catalyst which started the bike big boom, which consequently ushered all the other big bikes we have nowadays.

The ER-6 family began in 2006. A few of the model made their way to our shores.

However, the ER-6’s true popularity started with the 2009 models. The ER-6f was fully-faired, while the ER-6n was a naked roadster.

Both models were built on the same frame, chassis and engine platforms. They exhibited easy handling, good brakes, upright and and comfortable riding position, and a tractable engine with good torque and power characteristics to please newcomers, veteran and born-again riders. They were bikes that could do it all: Commuting, weekend canyon bombing, long rides, sport-touring, and track riding to some degree.

Best of all, they were the most affordable big bikes at sub-forty thousand Ringgit, since they were first to be CKD’d.

So popular was the ER series that even Malaysian riding schools started using them as bikes for newbie training and “Full B” license exams.

The engine was a simple, liquid-cooled, DOHC, eight-valves fuel-injected, 649cc, parallel-Twin. It pumped out a healthy 71 bhp and between 66 Nm (2006 to 2011) and 64 Nm (2012-2016) of torque. The distinctive thumping exhaust note results from the 180-degree crank.

EVOLUTION

The ER-6 variants (called Ninja 650R in some countries) made their debut in 2006. The second-generation ER-6 made their appearances in 2009 to 2011, before being superseded by the third generation from 2012 to 2016.

There were only minor exterior and internal mechanical changes between 2006 to 2011. On the other hand, the 2012 models had many changes including styling, stepped seats, a bigger fuel tank capacity, a new frame, and suspension with added travel. The ER-6f looked even sharper and sportier, while the ER-6n looked muscular.

The engine was left almost untouched except for a small reduction in compression ratio. Spent gasses was pumped through a revised exhaust system. A new engine management mapping was tuned to spread torque further down the engine range, which lowered the peak power slightly. Kawasaki also debuted the ECO indicator in the LCD.

Since I own a 2011 model, I had felt that the 2012 version represented the peak of the ER-6 model evolution, when I tested both the –f and –n versions. Power was delivered smoother, the seats were comfier and most of all, it handled way better and was more stable than my own bike. It started right up every time and never once coughed through the throttle bodies.

Then Kawasaki took the covers off the 2017 models.

Kawasaki has now dropped the ER-6 name. The fully-faired version is now called the Ninja 650, aligning it as one universal designation. The naked version, on the other hand, is called the Z650, and inducted into Kawasaki’s family of naked bikes. Both the Ninja 650 and Z650 share the same engine and chassis components.

STYLING

The new Ninja 650 stands out prominently when viewed side-by-side with the 2011 model, showing how much the model has evolved and improved over a short period of time.

At the initial glance, the Ninja 650 now looks almost identical to Kawasaki’s multiple-race and championship-winning ZX-10R superbike, especially when decked out in the special-edition KRT colour scheme. Those headlights have gone “raptor-like” and the fairing wraps tightly around the body.

Speaking of the fairing, the new Ninja 650’s still features large side openings to vent hot air, but the rear part of the vent is enlarged and flared outwards to push hot air away from the rider’s thighs. Plus, the rear part of the fairing fits tightly to the frame, minimizing hot air from rising into the rider’s crotch.

The effects are amazingly effective when compared especially to the 2011 and marked improvements over the 2012 models.

However, as sporty as the Ninja 650 may look, Kawasaki has wisely designed the ergonomics to be friendly to a broad spectrum of riders. The handlebars are set high and slightly forward, the rider’s seat is low (790mm seat height), and the levers are 5-way adjustable.

A new multifunction instrument panel is installed which includes a much-welcomed gear position indicator, shift light, and ECO indicator. The tach needle changes colour from white to pink to red as it swings up.

The Z650, meanwhile, has been given the Kawaski Sugomi (“sugomi” means “awesomeness” in Japanese) design treatment for a distinctively organic look. Kawasaki explained that they see the Z650’s stance as that of a black panther stalking its prey, in a crouched stance, with its head low and tail upswept.

A naked sportbike has to look fierce and that’s a great inspiration.

Unlike the Ninja 650, however, the instrument panel has a different design in order to fit behind that “flyscreen.” The tach is stacked on top of the LCD display, with the gear position indicator in the middle. The tach needle flashes at the rider’s preset rev limit.

The Z650 shares the same architecture as the Ninja 650 (more on this below), and as such it has the same seat height of 790 mm.

ENGINE

Kawasaki reengineered the familiar parallel-Twin engine to feature new cam profiles to reduce valve overlap duration (for better low-down and midrange torque); smaller, 36mm throttle bodies for smoother and precise throttle response; and a new exhaust system. These changes collectively result in a broader torque curve to provide the rider with power anywhere (in the rev range) at anytime it’s called upon.

Any previous ER-6 owner, myself included, could tell you that the engine’s strong back torque (engine braking) could sometimes impede smoother cornering transitions (as you’re dragged back by heavy engine braking, which causes the bike to lose speed, followed by instability and the reluctance to turn, ultimately resulting in the rider losing confidence), besides encountering rear wheel hop (or even skid) if we downshifted too aggressively.

Kawasaki addressed this by adding an assist and slipper clutch. The slipper function is a nice addition, allowing for smoother corner entries and eliminating wheel hop. The assist function provides easier gear upshifting, by using cams that function as a servo mechanism which pulls on the clutch hub and operating plate together, to compress the clutch plates under acceleration.

FRAME AND CHASSIS

Kawasaki has also given the new 650s a new steel frame, which is 15 kg lighter than its predecessor – contributing to a light 193 kg and 187 kg overall weight for the Ninja 650 and Z650, respectively. The sections are made as straight as possible to tune the frame for shock and load dispersion. Rake is at a sporty 24-degrees.

Moving downwards, the old ER-6 (and Versys) mounted their rear shocks on the right side of the motorcycle, connecting the frame and swingarm directly without a link. Adjusting the shock’s preload couldn’t be easier, but there are riders who complained of cornering imbalance (although this is subjective, as many motorcycles utilize this arrangement).

The new shock is now mounted in a horizontal back-link format for a more progressive action. But instead of installing part of the shock and linkage underneath the swingarm, they are positioned on top. This also ensures the components are moved away from the engine’s heat. The swingarm is now a curved unit (stronger while keeping the wheelbase short).

BRAKES

Braking is handled by a pair of dual-piston Nissin calipers gripping 300mm petal discs up front, while the rear is stopped by a single-piston caliper gripping on a 220mm petal disc. ABS is standard on both ends.

If a motorcycle is the sum of all its parts, then the it’s easy to see how the Ninja 650 and Z650 has evolved to be even better bikes. The answers are: Easy to approach, practical, economical, stylish while still being able to provide an exhilarating ride for both new and experienced riders.

Plus, the unbeatable price.

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Kawasaki Motors Malaysia (KMSB) has supplied the race bikes needed for the young riders selected to undergo the Impian ke MotoGP SIC program.

A few units of the Kawasaki Ninja 250 SL streets bikes which have been tuned for racing will be used by the riders to train led by Zulfahmi Khairuddin.

Kawasaki Malaysia is known for being active in supporting the local racing scene and national motorsports industry.

Kawasaki USA has recently released a video on the 2018 Kawasaki J Concept three-wheeled motorcycle.

It seems that Kawasaki is back on the three-wheeled motorcycle train with this brand new video clip.

The J Concept is able to communicate flawlessly with the rider and carries several riding modes which allow a complete change on the bike’s characteristics.

It has been confirmed that the partnership between John McGuinness and Honda Racing has ended.

The news was delivered by the 23-time TT winner himself during the Joey Dunlop Foundation’s annual charity dinner.

News has speculated on whether the “King of the Mountain” will join Norton, Tyco BMW, Kawasaki or run his own private team for 2018.

The 2017 Kawasaki Ninja 650 & Z650 were launched back in January 2017, these are two of the most versatile bikes Kawasaki has launched to date.

Kawasaki Japan stated that there will be an Akrapovic full exhaust system for those who wish to have a performance upgrade.

The Akrapovic Racing Line (titanium) full system exhausts offer weight reduction for better handling and performance boost for more power and torque.

More excitement is inbound with the reveal of the Kawasaki Ninja H2 SX.

Kawasaki has revised many aspects of the bike.

The H2 SX will be more practical for everyday riding and touring.

1. Revised Ergonomics

Higher Load Capacity

Refined Engine

Further Range

New Electronics Package

Conclusion

There are several advantages of getting your bikes serviced at any of the Kawasaki Exclusive Service Centre (KESC) across the country.

Equipped with the latest tools and equipment, all KESC are ready to service or fix any issue as fast as possible.

Combined with trained mechanics plus Kawasaki genuine and approve parts, only the best are allowed as part of Kawasaki Motors Malaysia’s great after-sales services.

We can expect the Kawasaki Z900RS and Z900RS Café in 2018.

Both bikes are truly modern bikes.

They’re set to take the market by storm.

Heritage

Best Iteration of the Z1 Yet?

Z1 Styling Cues

Torque!

Practicality

Kawasaki Motors Malaysia (KMSB) has officially launched the Kawasaki Safety and Responsible Riding Course.

Together with the support from their principal Kawasaki Heavy Industries and K-TEC Corporation Japan, the program is intended to ultimately reduce the number of accidents involving motorcyclists in Malaysia.

The course will be offered to new and current Kawasaki owners to further enhance their riding ability through theory and practical programs.

Two of the best middleweight bike options here in Malaysia are the 2017 Kawasaki Ninja 650 ABS and Kawasaki Z650 ABS.

Designed to replace the outgoing Kawasaki ER6 series, these bikes are more new than just simple updates.

Priced below RM40,000, they are indeed perfect for daily use no matter riding to work in a busy city or some weekend fun on mountain roads.

The new Kawasaki Ninja 650 and Z650 show much Kawasaki’s 650s have evolved.

They now feature new engines, styling and technologies.

The new models signify Kawasaki’s pursuit of excellence across their range of products.

The WorldSBK 2018 season will be updated with new rules such as allowing teams to use ‘aerodynamic components’ on their race motorcycles.

There is a catch however as any of the aerodynamic components must first be made available to the homologated motorcycle.

The world of production superbikes in 2019 will be quite interesting if WorldSBK pick up this new ruling seriously considering how a big of an advantage ‘aerofairings’ can be especially seen in MotoGP.

2018 has marked the return of Kawasaki modern classic motorcycles with the introduction of the 2018 Kawasaki Z900 RS and Z900 RS CAFE.

After years of having the Kawasaki W900 as their only heritage option, Kawasaki returns with two of the most anticipated modern classic bikes for 2018.

Both the Z900 RS and Z900 RS CAFE are expected to show up across showrooms worldwide early next year.

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